Internal-combustion engine.



J. KOENIG.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 050.11. 19m

1,265,092. Patented May 7,1918.

2 SHEETSSHEET 1.

1 KOENIG. INTERNAL COMBUSTION ENGINE.

APPLICATION FILED DEC.I1, I916.

1,265,092. I Patented May 7, 1918.

2 SHEETS-SHEET 2- W/ZWW/ r y- 1 lit) J'OSEPH.KOENIG, OF TWO RIVERS, WISCONSIN.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented May '7, 1918.

Application filed December 11, 1916. Serial No. 136,170.

To all whom it may concern: I

Be it known that I, JOSEPH KoENIo, a citizen ofthe United States, and resident of Two Rivers, in the county of Manitowoc and State of Wisconsin, have invented certain new and useful Improvements in Internal-Combustion Engines; and I do hereby declare that the following is a full, clear, and exact description thereof.

My invention relates to new and useful improvements in two-cycle internal combustion engines and has for its primary object the provision of an arrangement whereby the heat evolved upon explosive action of the fuel gases is retained in the working cylinder to procure a maximum expansive power of succeeding charges of gases introduced into the cylinder, to thus materially reduce the fuel consumption of the engine in proportion to its developed power.

More particularly it is my object to pro-; vide for the. introduction of a charge of neutral non-combustible gas in the working cylinder co-incident with each charge of fuel gas, whereby said gas upon receiving retained heat of the cylinder expands and assists in the working of the engine, at the same time effecting a sufiicient cooling of the engine to eliminate or, reduce the necessity for a water jacket or other cooling meansof the type'now in common use.

I further .purpose to provide heat retaining members in, the cylinder whereby a maximum heating action may be imparted to the neutral gases.

A further important object resides in the provision of an arrangement for preventing admixture of the fuel and neutral gases in the cylinder and during their travel to the cylinder. whereby the fuel gas is retained in its proper richness to permit a maximum de ree and rapidity of combustion.

Vith the above and other objects and advantages in view the invention resides more particularly in the novel combination, formation and arrangement of parts hereinafter described and-pointed out in the appended claims.

In the drawings:

Figure l is a partly diagrammatic view of an engine embodying the present invention.

Fig. 2 is a similar view, but showing a modified relation of the cylinders for compressing the fuel gases and neutral gas.

Referring now more particularly to Fig.

1 of the accompanying drawings 5 designate s the main or working cylinder of my engine which has the major portion of its end wall outwardly off-set, and in which is mounted a piston 6 connected by a pitman 7 with the usual crank shaft 8. Extending from the inner end of the cylinder is a port 9 communicating with a valve casing 10 having slidable in its upper portion the spring urged,stem of an exhaust valve 11, and having a chamber 13 in its lower portlon communicating with a laterally extendmg supply chamber 14. At the inner end of the valve casing chamber 13 is an inlet valve 15 which is counter-balanced by a piston 16 disposed on its stem 17 in the lower portion of the chamber, the stem being surrounded by a packing gland at the lower end of the chamber, and said lower, end of the chamber being in communication with the inlet port of the cylinder by a duct 16 whereby a counter-balancing of pressure with respect to the cylinder is also provided to permit ready closing movement of the valve 15 when the cylinder is charged with fuel and neutral gas. This stem is controlled by a cam 18 on a suitable cam shaft 19 driven from the crank shaft, and this cam shaft also carries a cam 20 engageable with a lever 21 which is connected b a link 22 with a tappet lever 23 for control ing the exhaust valve 11.

For supplying the fuel gases under compression to the supply chamber 14, a cylinder 24: is provided having a piston 25 therein, connected by the pitman 26 with a shaft 27 driven from the crank shaft, or as is obvious the pitman 26 may be directly connected with the main crank shaft since the speed of the shafts 27 and 8 may be equal. A valve chamber 26 communicates with the cylinder 24 and includes a pressure actuated puppet valve 27 from which a pipe 28 extends to a suitable carburetor (not shown) and a similar uppet valve 29 from which a pipe 30 exten s to the supply chamber 14. For supplying neutral air under compression to the supply chamber 14, a cylinder 31 is provided havlng a piston 32 connected by a pitman 33 with the crank shaft 27, and with this cylinder is associated a pair of puppet valves 34, one of which communicates with the atmosphere and from the other of which a pipe 35 extends to the supply chamber 14.

Thus upon each working stroke of the main piston 6 separate charges of fuel gas and neutral air will be supplied to the chamber 14:, and these gases are discharged into the chamber at the lowest practical temperature. The fuel and air compression cylinders 24 and 31 are constructed to procure a maximum cooling of the gases during compression, and may be provided with cooling means such as shown in connection ivith the compression cylinder of Patent No.

127642 granted to me Feb. 9, 1915.

When the cylinder 24 discharges, the fuel passes around the partition 36 into passage 14 crowding back the compressed air in that passage to the extent of the fuel volume I pushed in. Chamber, or rather passage 1 1 will then be full of fuel charge, which when the valve 15 opens, will pass into the cylinder first, and the air from tank 38 w1ll follow said charge.

The fuel and neutral air supply pipes 30 and 35 communicate with the supply chamber 14 at the outer end thereof, and to prevent a mixture of these gases within the chamber a partition 36 extends from said end of the chamber betweenthepipes to a point adjacent and intermediate of the outlet mouth of the chamber. A pipe 37 extends from the air supply pipe 35 to a reservoir tank 38, to maintain a constant air pressure in the supply chamber.

A spark plug 39 is disposed in the working cylinder 5 and also disposed erein at its head end are a series of heat retaining plates 40 adapted to absorb heat upon passage of spent gases therethrough, and to impart said heat to succeeding fresh charges of gas in the cylinder.

Taking up now the operation of the engine, upon completion of the working stroke of the piston 6 the compressed charges of fuel gas and neutral air will be disposed in the supply chamber 1 1 by the actuation of the pistons 25 and 32. Upon inward movement of the piston 6, and simultaneous opening of the exhaust port 11, the spent gases will pass outwardly of the cylinder between the plates 40, thus imparting their heat thereto. Upon completion of the inward movement of the piston 6 the exhaust valve will close, and the inlet valve 15 will be momentarily opened, thus permitting the compressed charge of fuel gas to rush into the cylinder.

A charge of neutral air immediately follows the fuel charge into the cylinder and disposes about and between the plates 40. Thus upon i nition of the fuel gas, the piston is prope led by the combustion of fuel gas and also by the expansion of neutral air as it receives heat from the cylinder and from the plates 40. At the same time, due to the relatively large size of the working cylinder and to the heat absorbed by the neutral gas, the cylinder is prevented from the lower portion of the cylinder being,

however, relatively cool since it plays no .part in expanding the gases, this relative cooling being procured by any conventional means, no specific means being shown.

It will be appreciated, that inasmuch as the essential feature of my invention resides in utilizing the heat of combustion as a working force in the cylinder, that various means for controlling the accumulation and occurrence of this heat may be employed to meet specific conditions. Since the fuel gas and neutral air do not mix, in view of the provision of the pressure control air reservoir 38, and the partition 36 of the supply chamber, the charge of fuel gas retains its desired richness to procure proper combustion.

The structure and operation of the engine shown in Fig. 2 is identical with the structure of Fig. 1 With the exception that the fuel compression cylinder 24 of F ig. 2 comprises a reduced extension of the air supply cylinder 31 and the piston 25 of the fuel compression cylinder comprises a reduced extension on the working face of the piston 32 of the air compression cylinder. Thus a single pitman 41 connected with the air compression piston 32 and with the crank shaft 27 serves to actuate both pistons procuring a decided economy of structure with the consequent advantage of minimum friction. It is also obvious that the pitman 41 could be connected on the main crank shaft 8 by a suitable disposition of the cylinders 2 1 and 31 there-adjacent.

While I have shown and described one preferred form of my invention, with a slight modification in Fig. 2, it is obvious that various changes and modifications of structure and arrangement may be resorted to without departing from the spirit of my invention as interpreted by the accompany ing claims.

What is claimed is:

1. An internal combustion engine com prising, in combination, a cylinder, a working piston in the cylinder, means for ignition in the cylinder, a supply chamber communicating with. the cylinder, an inlet valve intermediate the cylinder and supply chamber and having its stem passed centrally through said chamber, a piston operable in said supply chamber and carried by the stem of said inlet valve, a duct in the wall of said chamber and communicating with the cylinder and, with said chamber near the pressing neutral gas, a pipe connecting said 15' bottom thereof, and means for introducing fuel and neutral gases in said chamber substantially as described.

2 An internal combustion engine includ ing a working cylinder, a supply chamber communicating with the working cylinder, an inlet valve disposed between said cylinder and chamber and having its stem passing through said chamber, a'piston formed on the stem of said valve and reciprocatively mounted in said chamber, a fuel compressing chamber, a pipe connecting said cylinder and the supply chamber, a, cylinder for comcylinder and the said chamber, a gas storage reservoir, and a pipe connecting said reservoir and the last named pipe whereby to control the ressure of neutral gas in the supply cham er.

In testimony that I claim the foregoing I have hereunto set my hand at Two Rivers, in the county of Manitowoc and State of Wisconsin, in presence of two witnesses.-

JOSEPH KOENIG.

Witnesses: o

A. H, Gnon, CLARA GAGNON. 

